Bombardier

Kingston, Canada

Bombardier

Kingston, Canada

The Bombardier Dash 8 or Q-Series, previously known as the de Havilland Canada Dash 8 or DHC-8, is a series of twin-engined, medium range, turboprop airliners. Introduced by de Havilland Canada in 1984, they are now produced by Bombardier Aerospace. Over 1,000 Dash 8s of all models have been built, with Bombardier forecasting a total production run of 1,192 aircraft of all variants through to 2016.The Dash 8 was developed from the de Havilland Canada Dash 7, which featured extreme short take-off and landing performance. With the Dash 8, DHC focused on improving cruise performance and lowering operational costs. The engine chosen was the Pratt & Whitney Canada PW100. The aircraft has been delivered in four series. The Series 100 has a maximum capacity of 39, the Series 200 has the same capacity but offers more powerful engines, the Series 300 is a stretched, 50-seat version, and the Series 400 is further stretched to 78 passengers. Models delivered after 1997 have cabin noise suppression and are designated with the prefix "Q". Production of the Series 100 ceased in 2005, and the Q200 and Q300 in 2009. Bombardier is considering launching a stretched version of the Q400. Wikipedia.

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Patent
Bombardier and Short Brothers Plc | Date: 2017-02-08

A system includes a processor and a memory system in communication with the processor. The memory system stores instructions that when executed by the processor result in the system being operable to access an event list that defines a plurality of events and a scenario list that defines a plurality of scenarios as routes through a tree structure that includes one or more of the events for each of the scenarios. The system is also operable to build a specific risk matrix that calculates a plurality of combined probabilities based on each pairing of an occurrence of each of the events in combination with each of the scenarios. The system is further operable to output a residual probability for each of the events based on a summation of the combined probabilities for each of the events.


A passenger service system includes a seat, a first sensor associated with the seat that senses a position of the seat and generates a first signal, a second sensor associated with the seat that senses the presence of a passenger in the seat and generates a second signal, a first light source disposed at a predetermined location with respect to the seat, where the first light source generates light, a third sensor associated with the first light source that senses at least a position of at least one hand of the passenger and generate a third signal, and a controller that receives the first signal, the second signal, and the third signal and generates a first light signal that controls at least one parameter associated with the light including at least one of an intensity, a color, a projected pattern, projected pattern location, or a width.


Patent
Bombardier | Date: 2017-01-04

The invention relates to an inductive power transfer pad (1), in particular a transfer pad of a system (1, 11, 12) for inductive power transfer to a vehicle (43), comprising a stationary part (2) and a movable part (3), wherein the movable part (3) comprises a primary winding structure (6) for generating a magnetic or electromagnetic field while an electric current flows through windings of the primary winding structure (6), wherein the inductive power transfer pad (1) comprises at least one actuator (14; 44) for actuating motion of the movable part (3), wherein the movable part (3) is movable at least into a first direction by the at least one actuator (14; 44) so as to move between a retracted state and an extended state, wherein - the stationary part (2) comprises operating devices (38), which are electric and/or electronic devices adapted to operate the primary winding structure (6) so that the primary winding structure (6) generates the magnetic or electromagnetic field, wherein the operating devices (38) are electrically connected to the primary winding structure (6) and produce heat during operation, - the stationary part (2) comprises a cooling device (31) which is thermally coupled to the operating devices (38) and is adapted to transfer heat to an environment of the inductive power transfer pad (1), - the cooling device (31) is covered by the movable part (3) in the retracted state and the movable part (3) uncovers the cooling device (31) while being moved into the extended state.


Patent
Bombardier and Short Brothers Plc | Date: 2017-02-08

A system for detecting mechanical failure of a connection between a variable differential transformer and a controlled element. The sensor system includes a variable differential transformer with a housing encapsulating a first coil, a bore in the housing, wherein the bore is adjacent to the first coil, a core disposed in the bore, a shaft connectible between the core, at a first end, and the controlled element, at a second end, and a biasing element connected to the shaft. Responsive to a break in the shaft, the biasing element moves the core to an out-of-range position detectable by at least the first coil.


Patent
Bombardier and Short Brothers Plc | Date: 2017-02-01

Assemblies, apparatus, devices and methods useful in providing lightning protection of avionic components associated with aircraft antennas are disclosed. Aspects of the present disclosure may be used on aircraft comprising structural elements made from composite materials having a relatively low electrical conductivity. An exemplary assembly disclosed comprises: an antenna secured to a structural element of the aircraft and configured to receive wireless signals and/or transmit wireless signals external to the aircraft; a communication unit operatively connected to the antenna for signal transmission between the antenna and the communication unit; and an isolation transformer electrically disposed between the antenna and the communication unit where signal transmission between the antenna and the communication unit is conducted via the isolation transformer.


Patent
Bombardier | Date: 2017-05-17

A drivers cabin (10) of a rail vehicle comprises a drivers cabin structure (12) comprising a crash-resistant structure (14) surrounding an inner survival space (22) and an energy-absorbing structure (18) located in front of the crash-resistant structure (14) and surrounding an inner crushable space (24). A drivers desk structure (46) is located inside the drivers cabin structure (12) and attached to the drivers cabin structure (12). The drivers desk structure (46) comprises a deformable framework of profiles (48) located in the inner crushable space (22) of the drivers cabin (10) and at least one crash-resistant crossbeam (54, 56) fixed to the crash-resistant structure (14) and located behind the deformable framework of profiles (48), in the inner survival space (22).


A linear air diffuser module (12), comprises an elongated support member (18) and a diffuser plate (20). The support member (18) including two longitudinal upright wall portions (26) facing one another and laterally enclosing a longitudinal air channel (28) provided with at least one upper opening and at least one elongated lower opening (31). The air diffuser plate (20) extends between the two longitudinal upright wall portions (26) to cover the lower opening (31) and is provided with diffusion openings (32) to direct a flow of air from the air channel (28) to an interior space (16) of a vehicle body of a public transportation vehicle. The support member (18) is a multifunctional structural member of the vehicle body provided with at least two upper C-shaped attachment rails (40) for attaching the linear air diffuser module (12) to the ceiling structure (10) and one or more lower C-shaped attachment rails (42) for attaching interior fitments (14) of the interior space (16) of the vehicle body to the support member (18).


A method for forming a shaped composite structure. The method includes laying a composite laminate stack (12) onto a mold (18), where the composite laminate stack (12) comprises fabric laminate (14,16) and resin and wherein the mold (18) presents a predetermined shape, draping a vacuum film (22) comprising polyethylene onto the composite laminate stack (12), thereby establishing an evacuatable volume between the vacuum film (22) and the mold (18), applying suction to the evacuatable volume between the mold (18) and the vacuum film (22) to establish at least a partial vacuum within the evacuatable volume, thereby compressing the composite laminate stack (12) via pressure applied to the vacuum film (22) responsive to the at least partial vacuum within the evacuatable volume, and heating the composite laminate stack (12) while applying suction to the evacuatable volume, thereby at least partially consolidating the laminate stack (12).


Grant
Agency: European Commission | Branch: H2020 | Program: Shift2Rail-RIA | Phase: S2R-CFM-IP2-01-2015 | Award Amount: 19.97M | Year: 2016

X2Rail-1 addresses the S2R-CFM-IP2-01-2015 Start-up activities for Advanced Signalling and Automation System call issued by the Shift2Rail Joint Undertaking as part of the Innovation Programme 2 Advanced Traffic Management & Control Systems. The X2Rail-1 project aims to research and develop six selected key technologies to foster innovations in the field of railway signalling and automation systems towards a flexible, real-time, intelligent traffic management and decision support system. The actions to be undertaken in the scope of X2Rail-1 are related to the following specific objectives: To overcome the limitations of the existing communication systems by adapting radio communication systems which establish the backbone for the next generation advanced rail automation systems. To improve the usable track capacity by introducing more Automatic Train Operation (ATO) systems and Moving Block systems. To innovate the signalling architectures towards more decentralized and less cost intensive systems by incorporating Moving Block systems and Smart Wayside Objects. To minimize energy consumption and to improve train punctuality through more extensive use of Automatic Train Operation (ATO) systems. To increase innovation in the field of lab testing by developing architectures for new lab test systems and simulations for control, command and communication systems in order to reduce costs. To ensure security among all connected signalling and control systems by developing new cyber security systems dedicated to railways. To ensure the backward compatibility of ERMTS/ETCS technologies, notwithstanding of the required functional enrichment of the future signalling and control systems.


Grant
Agency: European Commission | Branch: H2020 | Program: Shift2Rail-RIA | Phase: S2R-CFM-IP1-01-2016 | Award Amount: 12.98M | Year: 2016

The PINTA Project (IP1 Traction TD1 and Brakes TD5 Phase 1) will address the two key topics highlighted in the first Shift2Rail Call topic S2R-CFM-IP1-01-2016 Development of concepts towards the next generation of traction systems and management of wheel/rail adhesion, namely Traction and Adhesion Management. Traction subproject will focus on the improvement of seven technical and economical performances of the Traction system that have been agreed and defined in Roll2Rail. These performances have to be improved on five different train applications having different constraints, needs and specificities, from tramway to HST, including metro, sub-urban, regional trains. In particular, Traction sub-project will address the following: 1) Line capacity increase through weight, volume and noise savings of Traction equipment. 2) Operational reliability increase via higher reliability/availability. 3) Railway system LCC reduction As far as Adhesion management is concerned, the work will lead to the achievement of a number of important objectives linked to Brakes, such as Improvement of braking degradation limit in poor adhesion condition Management of all adhesion conditions in a way that brake distances are optimized Improvement of the overall train safety, which relies substantially on the management of the wheel/rail contact Reduction of wheel Life-Cycle-Costs (LCCs) through optimized wheel/rail contact in braking The activities should contribute in formulating new performance specifications for Adhesion Recovery Systems. Moreover, improved requirements for Wheel Slide Protection test procedures should be developed, followed by new specifications for Automatic Test benches.

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